Airplane



March 1 F. E. WEICK AIRPLANE Filed Feb. 16, 1951 2-Sheets-Sheet 1 ling off a short levelled ofl Patented Mar. V1, 1932 UMTED STATES 'PATrNr oFF IcE Application filed February 16,. 1931.

This invention relates to certain improvements in airplanes; and the nature and ob jects of the invention will be readily recognized and understood by those skilled in the aeronautical art in the light of the following explanation and detailed description of the accompanying drawings illustrating what I at present consider to be the preferred embodiments or aerodynamicalexpressions, and arrangements for carrying out the method, of

my invention from among various other combinations and conconvent1onal airplanes all equipped with forms, embodiments, structions, and from among other steps of the method, of which the invention is capable with in the spirit and the scope thereof.

The problems for which my present invention provides a solution, arise out of the difiiculties, disadvantages, and hazards encountered in the operation or maneuver of landing airplanes of the conventional types at present in general and universally accepted operation and use; these difficulties, disadvantages, and hazards being inherent in the design and control arrangements of the t e. v Airplanes of this general type (theterm airplane isused herein and in the appended claims in a broad, generic sense to include heavier-than-air craftof both the land and Water types, and combinations of such types) are landed by gliding into the landing surface at an airspeed well above the minimum or stalling speed of the particular airplane being landed, usually from to 20.miles per hour above the stalling speed, and then levelsurface and permitting. the airplane in its 'attitute to gradually settle onto the landing surface as flying speed and sustaining wing lift are .lost. The foregolng method of landing presents the decided disadvantage of relatively high speed for the airplane for a considerable period of time close to the landing surface, so that a relatively great distance is required for the airlanding thereover at fifty feet at the-edge distance above the landing Serial No. 516,233;

plane to get onto thelanding surface andcome to complete rest thereon, particularly where, as is usually-the case, it is necessary to glide the airplane over objects bordering the landing surface.

Practically everylanding fieldhas obstacles Y adi acent thereto such as trees,.buildings, elecr which make it incumtric wires or such like, bent upon the pilot to keep an airplane in an altitude of at least or border of the field. From actual tests made with various typicalshortest landing possible loading. Normal so-called fthree point landings under the above conditions required approximately fifty percent (50%) more disv tance than the foregoing shortest landings, While the short landings called .for and required amuchhigher'degree of skill from the pilot, as the airplane must be flown at as low .a speed as possible, and is therefore in constant. vdanger of stalling and falling into a spin if not handled skillfully by the pilot.

gThe foregoing normal landings under normal-flight conditions on large and well maintained airports.

where it is necessary tolocate and land on,

, usually without warmng. an emenmm-v m landing distance requireminds are not necessarily unsatisfactory for rough surface and which will generally be relatively small, or surrounded by obstacles and obstructions which must be cleared to make a landing.

The conventional air lane presents the inherent disadvantage and hazard, especially in attempts to makethe shortest possible 7 landing therewith asunder conditions of a the foregoing inherent difiiculties, 4o ages and hazard v the. skill required sary highly developedsense of depth percep-* ticularly in the size of the Y high skill required of the pilot;

forced landing, that if the pilot attempts to stretch his glide, as by pulling the control stick too far back to lower crease the angle of attack of the airplane, a stall may result with the airplane starting into a spin 'difiiculty with the conventional types of airplanes, is the highdegree of skill required from the pilot together with excellent eyesightand a highly developed sense of depth perception, in order to flatten out from the landing glide at just the exact distance above the landing surface so as to settle thereonto and make a proper landing with a minimum degree of danger to the airplane or its occupants. Thus, with the typical conventional-airplane a forced landing is a dangerous maneuver, particularly with an inexperienced or unskilful pilot, primarily due to landing space required; the

ency of such types of ai lane to. be unstable at high angles of attac while in a less hazardous sense all of the foregoing conditions are serious difliculties and, dangerous disadvantages even in landing under normal conditions on normal or large'rarea landingsurfaces.

The invention is therefore directed to the elimination of, or substantial reduction in,

disadvanof the conventional types of airplane, and is generally characterize by the production of a design and control arrangement through the medium of which such airplanes can be satisfactorily landed in greatly reduced landin those previously required, there available large numbe y making rs of small landing areas heretofore impossible of practical safe use by airplanes; bywhich the step of level ling-01f in the landing-maneuver or operation heretofore essential, is eliminated and from, as well as'the necestion of, the pilot is materially reduced and practicall eliminated; and especially by which thexpossibility of stalling the airplane through unskilled or careless piloting, parthe landing maneuver, with sulting loss of control followed by a spin, is eliminated.

A feature of my invention resides in the design and arrangement of a conventional type of airplane, including the control system and'arrangement and the landing gear-- thereof, by which the foregoing characteristics-and results can be obtained with a minithereof.

the tail and inand crashing. Another serious and the tendnovel features relative cooperation and combinations of eleand safely areas overactuated thereby.

mum of added structure and without major redesigning, reconstruction or change of the conventional airplane design andconstruction, such minor redesigning and changes eapable of being carried out at a of expense-and time in airplanes bodied in an airplane during construction The invention is further featured by' the rovision of certain steps and operations orming a novel method and maneuver in the art of landing an airplane conventional types, so as heretofore encountered hazards of the conventional landing operation and obtain the safe and highly desirable fore outlined. I y In its primary and fundamental features dealing with the landin e inof the generically maneuver, ,th

vention is directed to powered airplanes in which as usual, the (power is cut or reduced for the landing, an the foregoing charac teristics of the invention, especially the inability to stall and spin in the landing main use, or emto ehminate the results hereinbeneuver contemplate the power-ofi condition.

includes T heinvention however presents and of an as a further feature theneof a design airplane of the conventional type therein is such as to produce an airplane which is incapable of spinning with power on, yet which retains the desired characteristics of the inventioii in the power-off tion during the landing operation and neuver in accordance with the method of the invention.

in WhlChthe arrangement and balancing of forces condif With the foregoing characteristics, objects and results in view, which will be apparent description, the invention in design,

from the following consists in certain arrangement and ments, and in certain steps making up the method, as will be more fully and particularly referred to and specified hereinafter.

- Referring to the accompanying drawings:

Fig. 1 is a view in side elevation, more or less diagrammatical, of and typifying the conventional airplane, showing the longitu dinal control surfaces designed and arranged in accordance with and embodying the invention. 4 o

Fi 2 is a view'in end elevation, more or less 'agrammatical, of a modified design and. arrangement of the longitudinal control-sur-. faces of the airplane of Fig. 1.

Fig. 3 is a more or less diagrammatical view of another longitudinal control embodying tion, showing the control stick. and elevator Fig. 4 is a view in side elevation, more or less .diagrammatical, of a type of conventiona1 'airplanehaving another form and arrangeas well as certain others form and arrangement of vthe invenment of-longitudinal control embodying the curve for the wingll indicates that the Wing invention. and airplane for which it provides the sus- Fig;' -5 is a view graphically disclosing taining andlift surface, reaches a condition a the {wing lift CUIKG corresponding to "and of maximum lift with the wing at an angle 5 showing the lift coefficient ofthe wing of the of attack of-13, and that any increase in 70 iairplane ofFig. 1, for the wing angles of t is angle brings the airplane into the range attack up to the angle of stall, and illustratof stalled flight at which it is usually later- "ing the cooperation and relation between the ally unstable with very poor control, and Winglift coefficient and-the function and o rom which the spin follows.

eration of the airplane longitudinal control As Well understood in the art, the longi- 75 of'the invention; tudinal control and the angle of attackof s an example of a possible manner of carthe airplane are determined by the deflection rying out, and'forthe purpose of explaingiven theelevator 17 by the pilot through ing my invention, I have illustrated more t emedium of his control stick 19. Upward or less diagrammatically in Fig. '1 of the aceflection of elevator 17 depresses orlowers companying drawings, an airplane into the tail and raises the nose of the airplane which the invention is incorporated and emto increase the angle of attack of wing 11,

' bodied. It is to be clearly understood that while downward elevator deflection raises the illustrated airplane is purely to typify the tail and depresses the nose to decrease generically and broadlyzthe conventional and t e wing angle of attack. Hence, in makuniversallyus ed types. of airplanes, as well ing a landing with the airplane shown, if,

. are, or may be found to be, applicable. i a .minimum and make a very short landing The airplane of Fig. 1 embodies the usual to get onto a small field, actuates the longimajor elements making up-the same, includtudinal control to depress the tail of the ing the body or-fuselage 10; supporting wing airplane by upward deflection of elevator or lift surface 11 (which may be of the mono- 1 to a point where the angle of attack explane type shown, or of the multiplane type, ceeds 13 or wing 11, t en a stall results arranged and mounted inany desired manwith a possible spinand crash to follow. ner); the power plant including motorM ow, in accordancewith the broad prin'. and propeller P-; the landing gear includciples of'my invention, the longitudinal coning landing Wheels 12 carried by any suittrol for the airplane (the term longitudinal 35 ableshock absorbing and vertical play percontrol includes the adjustable stabilizer or non-adjustable, fixed type familiar in the art the maximum lift coeflicient shown by the jmittlng means or members 14, and the tail its equivalent, the elevator or its equivalent, Wheel (or skid) 15; and the empennage E and the control mechanism for actuating the WhlCl'l includes the horizontal stabilizer 16 same) is so designed and arranged as to aeroand the elevator or longitudinal control surdynamically function and cooperate with the face In t e conventional or any desired wing 11 and its eharacteristlcs in such a -manner the elevator 1? is vert cally swlngmanner that the airplane cannot be stalled he-elevator17 is actuated from the )ie nose of'the airplane and increase the no to F igs, 3and 4,,through a suitable system which the angle of attack is slightly below of control cables or the like 20 operativelvthat corresponding to the maximum lift 90-.

readily understood by those skilled in the stance, with wing 11 of the airplane of the art. T 1e horizontal stabilizer here shown is illustrated example, the limitation of the lonof the adjustable type as indicated by dotted gitudinal control is such that the angle of lines inBFiQ. 1, although a stabilizer of the attack attainable without power lies below may be employed, as the invention is not con- 11ft curve of Fig. 5, or ,below the 13 angle cerned with the type, or even the presence, of '0 maximum lift for such wing. *a-stabilizer. v s helimitation of the longitudinal control 7 he wing 11 in the airplane of Fig. 1, for tending to depress the tail and increase the 69 purposes of explanation is assumed to'have angle of attack-of vwing 11, referring now to the characterlstics and develop, the indicated t e specific example of Fig. 1 of the drawlift coeflicients at the indicated angles of atings, is carried out by positively limiting the tack, of t e wing to generate the so-called upward deflection of the elevator 17, and the "lift-curve graphically presented in Fig. 5 downward deflection of the leadingedge of of the accompanying drawings. This lift stabilizer by stop 16', to the point atwhich t of attack lift angle termined or angle,

lift

I happe 1, an arrangement maximum upward the leading edge angle for the wing 11 n t sof th ad- 16 and elevator 17 such that, when the elevator reaches the prededeflection point thereof engages and abuts against the adjacent trailing e of stabilizer positive limiting stop 21 for the at .the desired angle of maximum elevator deflection, lines in Fig. 1

A modified arrangement-of d deflection of elevator 17 is stop ing the upw disclosed in Fig. 2 of the. elevator and upwar or plurality thereof, fixed to the elevator and with respect to stabilizer 1( 3,

positioned the elevator is as to engage the same swung to the predetermined angle bf upward deflection and thereby positively prevent further upward deflection.

arm

16 which forms and of the drawings.

the 17 is provided with a when provides a elevator 17 upwar as clearly shownby full stop for limitreferably, either 22 or the stabilizer 16 at the point of engagement with a stop arm is provide with an en aging 23, which i from depressing the ficiently to attain an'angle of attack of'a limiting stop 24 for of the longitudinal control is tioned; rearwardl above the ;axis 19' elevator or swinging stopped member, block the elevator an be obtained by portions example,

the pilots control '24 located Inthis manner thereof,so that upward deflection," of the control stick is and limited the elevator and or surface desired may be of shock absorbor cushioning character. stead of providing ment at and between stabilizer, or between jacent fixed invention,

deflection can movement of other nal control. For 3 of the drawings,

the limiting engagehe adstructure as included within the the limitation of upward elevator restricting of the longitudias shown in stick 19 backward, elevator. raising atthe deofthe stick and for below the axis 19' on which the the stop 24 the control stick 19 shown, as posiof the control stick and will be rearwar moving or positively at the required point by '5 thecontrol engaging against stop 24'.

drawings, in which trollability forwardly y disposed or inclined arm 22,

have a maximum of approximately e1 The foregoing elevator upward deflection limiting arrangements are presented purely by way of example, as .theinvention contemplates and includes any'desired arrangement or design within the broad scope thereof, by which the desired limitation with respect-to the angles of attack of the airplane wing can be obtained for the upward deflection of the longitudinal control. Further, the more or less diagrammatic disclosures o the examples given of control limiting means include where desired or found expedient, adjustability for such means to vary the deflection angle to which the longitudinal control can be upwardly deflected.

It is further to be noted that the longitudinal control limitation can within the scope of my invention be obtained by reducing the size of the stabilizer and/ or elevator, arrangement has the effect of reducing conand maneuverability within some desirable and essential range. Hence, the preferred arrangements of my invention provide the limitation of up travel or deflection of the elevator, which leaves the airplane with full longitudinal control available for most maneuvers necessary to ordinary flig t. The sharpest turnscan be made with the same radius wi hin all practical limits, and without the danger of stalling.

An airplane embodying the basic and fundarnental feature of the invention as above explained, say for example the airplane of 1 of thedrawings, can be lande by or throttling down the 100 motor M, and pulling control stick 19 full back until the mum deflection as determined by itslimiting engagement with stabilizer, 1 airplane will-then .glide into the landing surface under full control and without possi bility of stalling and spinning and settle onto the landing surface without the step of levelwith convenling ofli, as heretofore require tional types of airplanes. Where the stabilizer 16,is adjustable,-it should for landings be preferably set or adjusted in the maximum tail'heavy position for the shortest possible oper location with respect to the control landings, although satisfactory landings in I will limit upward deflection of elevator accordance with the invention can made with my invention, bygliding win above the gle of. maximum 'liftor the same'onto the, landing surface with the 55 stall for such win as, heretofore pointed outfull longitudinal control available, as limited 1,20 and explained. with respect to themaximum angle of ii In Fig. 4 of the drawings another location for the wing or wings of the airplane, tendving' to depress the tail in entire landing operation, ,the landing shock greater than that encountered t e conventional normal landings-wit an airplane of the conventional types. The vertical velocities with the conventional airplane landings of say a bad pancake type, wil

use throughout the j 1 mately that. wh

to ten (10) feet per second, which requires a landing gear vertical shock absorbing displacement of approximately six (6) to eight (8) inches. With the landings of my invention the vertical velocities will have a maximum of say approximately twelve 12) to twnty feet. per second, and henc a further feature 0 provision of a landing gear having a vertical and shock absorbing displacement of approxitwelve (12) to eighteen (18) inches.

At t is point attention is directed p ane is included, which of course given a corresponding increase in vertical shock absorbing displacement, as will be readily recognized.

In the airplane of Fig. 1 which exemplifies ke equipped landing absorbing members of any of the widely used and well known velocities hereinbefore claims, includes an airplane can 15 mounted for verbing 'suflicient' to care for shock of the vertical indicated. I

and shock absor and absorb the landing The term description wing as and as employed in the appended wings of the various so-called types, such for example as the Handley Page so-called slotted wings merely increase the angle of a wing with reduction in hereof is high lift well-known wings. Such 0 maximum lift landing speeds,

vantage of. slower landing speeds and increased angle of descent possible.

The limitation by the invention of the lon gitudinal control of the airplane tending, to depress the tail and increase the k, to a point w ere the maximum angle of attack attainable ies below the angle of maximumlift for the particular wing involved, as

stantially throttled. The conventional types higher angle,

of airplane balances at a much of attack, approximately 10 higher, with power full, on than with-power off, for the same stabilizer and elevator settings, so that attain a much higher, angle 'still retain sufiicient my invention resides in the I mounting them in position out my invention, I have dia- 4 gear used throughout this. t

tion includes land angle of ath of or removed from the propeller slip-stream.

y the method of landin I ieretofore essential step in operation of levelin-g-ofi, with the high degree of pilot skill required, is done away with. Landings can be made over obstructions in approximately glide, while that the conventional landing h'alfthe distance required with the present yto F I or'incorporated in the conventional types of a rplanes now in universal use, Without materially adding to materially impairing he performance of-such types, while removing the landing hazards therefrom and opening up for-practical use large numbers of small landing areas practically impossible heretofore for landing purposes.

WVhile the land type of landing ing gear of the water types employing pontoons, floats and such like, with the required sho k absorb' myself in a l respects to the exact a nd spe clfic disclosures hereof. I

esiring to protect my invention in the broadest manner legally possible, what I II In an airplane, a wing, a power plant, a shock absorbing landing gear, and Ya longi-- mg and vertical able. control surface s placed in tail depressed i wing.

" a landing gear,

1 a landing gear,a

' when the airplane is in a p less than the an le oi stall for the the power ofior the power on' and the long'1-" .6 tudinal control airplane tail attack, of

I a landing gear,

- the a vertically swingcient for ordinary maneuvers in p and means positively limiting maximum upward swinging an depressing position of said longitudinal control surface to a point at which, a glide and with power ofl the airplane is' attitude with the angle of attack attainable f stall for suchtudinal control, including maximum wing slightly less than the angle,

2. In an airplane,

' a longitudinal control s client for ordinary maneuvers in flight, and means positively limiting maximum ta' depressing osition trol to a ed point under all conditions 0 flight with either power on or power oil, th maximum t 'l depressing position of the longitudinal control said means with hmlted by theairplane in a glide and the power ofi to lace the airplane in tail depressed attitude with the maximum wing angle of attack attainable less thanthe stall angle for such wing.

3; In an airplane, a wing, a

longitu power plant,

ing a vertically a wing, a power plant,

steady flight with either poweron or power ofi, the maximum the longitudinal control with power ofi mg attitude with the wing ang than the stall angle.

City, State of Virginia,

tail depressing position of plactail depressed landing e of attack less the airplane in county of-Elizabeth this 7 day of Feb- -Si edat Hampton,

ruary, 193,1.

dinal control includdeflectable control surface 7 for'raisin and depressing the tail of the airecrease and crease the angle of the wing, operating with the longitudinal control to positively limit the upward deflection of aid control surface to a point at which the max 111 11111 an plane to wer o glide is wing. i

4. In an airp ane,

' a lon 'tudinal control, and means posit vely tail pressing position oi thelongitudinal control to a point to ressed landing attitude when the airplane IS in a-steady'glide without power with the maximum angle of attack attainable for the .wing less than the stall angle ior such wing, said landing gear including shock means provid landing with the airplane inmaximum tail depressed attitud tail to decrease tack of the 'wing'; said approximately the same in maximum tail depressm angle of attack stop means positively limiting the maximum.

I tail depressing POSItIOII oi the longitudinal a wing, a power plant,

and fixed stop'- means 09- gle ofattack attainable for the w1ng I place the airplane in tail deabsorbing ingvertical" displacement forgear to absorb the vertical velocities of increasingposition, and fixed FRED WEICK. 

